Combination dry bulk and bulk oil carriers



June 14, 1966 CAMPBELL ET AL 3,255,724

COMBINATION DRY BULK AND BULK OIL CARRIERS Filed June 5, 1964 6 Sheets-Sheet 1 /NVENTOR5 61R. CAMPBELL N. M LASKEY is g Q L. F

June 14, 1966 G. T. R. CAMPBELL ET AL 3,255,724

COMBINATION DRY BULK AND BULK OIL CARRIERS 6 Sheets-Sheet 2 Filed June 5, 1964 O O O O O O O O O O I MI I I H I L 47-7 2mm Vs June 14, 1966 G. T. R. CAMPBELL ET L 3,255,724

COMBINATION DRY BULK AND BULK OIL CARRIERS 6 Sheets-Sheet 3 Filed June 5, 1964 TTEIlD /NVENTOR5 617?. CAMPBELL N. V. L nsKsy mm4 June 14, 1966 G. T. R. CAMPBELL ET AL 3,255,724

COMBINATION DRY BULK AND BULK OIL CARRIERS 6 Sheets-Sheet 4 Filed June 5, 1964 l-vs-rorrs GIR CAMPBELL N. V LASKEY ATTOZNE Ys June 14, 1966 T CAMPBELL ET AL 3,255,724

COMBINATION DRY BULK AND BULK OIL CARRIERS 6 meets-She 1. 5

Filed June 5, 1964 /NVNTORS 6.7.7? CAMPBELL N. V LAsKEy June 14, 1966 e. T. R. CAMPBELL ET AL 3,255,724

COMBINATION DRY BULK AND BULK OIL CARRIERS 6 Sheets-Sheet 6 Filed June 5, 1964 /NVENTORS G. Tfr. CAMPBELL N. ll LflsKsy ATTOAW V United States Patent 3,255,724 C(lMBlNATIUN DRY BULK AND BULK OIL CARRIERS George T. R. Campbell, Montreal, Quebec, and Norman V. Laskey, St. Lambert, Quebec, Canada, assignors to Algonquin Shipping and Trading Limited, Quebec,

Canada Filed June 5, 1964, Ser. No. 372,920 Claims priority, application Canada, May 4, 1964, 901,986 4 Claims. (Cl. 114-73) of iron ore and oil cargoes and today are known in the trade as combination ore/ oil bulk carriers.

In general, the cubic capacity available for the carriage of iron ore is arranged so as to enable the designed dead-weight of the vassel to be handled with the ore holds full to the level of the hatch coaming. The reason for this is because it is desirable to locate the vertical centre of gravity of an ore cargo as high as possible concomitant with a value for GM. (i.e. distance between vertical centre of gravity of vessel and transverse metacentre) which will enable a reasonably long rolling period. A short rolling period makes for a great deal of discomfort for the personnel operating the vessel, besides which it induces high order racking stress in the hull structure. As iron ore is a very dense cargo (i.e. 14 to 18 f. ton), the balance of underdeck cubic capacity available for the carriage of a liquid cargo (i.e. 48 f. ton) is usually sufficient to enable a similar deadweight to be handled by the vessel, when it is in a service necessitating the carriage of oil.

Sea-water ballast required for the return ballast trips is usually carried in the oil tanks, thus creating the problem discharging oil contaminated ballast in coastal waters.

Various transverse design configurations have been evolved to enable all grades of free flowing dry bulk cargoes to be loaded in the vessels without the need for manual trimming of the cargo into spaces below the main deck, which would not normally be filled during a loading cycle.

In addition there are a number of rules in force with regard to the carriage of grain in bulk on ships making international deep sea voyages. In this connection, we mention that a bulk grain cargo can be carried in a vessel without a centreline bulkhead, which is normally necessary to prevent the grain from shifting when the vessel rolls, provided that the base of the water ballast tanks positioned below the main deck is sloped at an angle of degrees to the horizontal.

Alternatively,. grain in bulk can be carried without a centre line division, provided that longitudinal bulkheads are located in line with the side of the hatch coaming extending vertically downward into the cargo hold.

Grain in bulk can also be carried in the cargo oil tanks of a tanker, for the simple reason that a tanker has two longitudinal bulkheads which extend fore and aft throughout the length of hull occupied by the cargo oil tanks.

The reasons why Classification Societies will not permit the carriage of cargo oil or water-ballast in cargo holds are as undernoted:

(1) The current trend in the design of the larger sizes of dry bulk carriers is to provide a width of hatch which is approximately 50 percent of the beam of the ship. The

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main reason for this is because a wide hatch reduces the amount of transverse overhang of the main deck and, thus, dry bulk cargoes can be loaded and unloaded with a minimum amount of hindrance by the overhanging sections of the deck in Way of the cargo holds. It is because of the large free surface which will obtain, if oil or water-ballast is loaded into the cargo holds of a dry bulk carrier with wide hatches, that Classification Societies will not grant approval for the carriage of a liquid cargo in the dry cargo holds.

(2) The next problem which arises is the means whereby this oil, if loaded in the dry cargo hold, can be loaded and discharged. The loading does not present a particularly difficult problem, but unloading of the oil poses many problems. In order to unload the dry-cargo holds when oil is carried in them, it would be necessary to install separate large-bore pipes, which will have to be led through the double bottom ballast tanks to the cargo oil pumps. The pipes, combined with the large-bore pipes normally provided in the double bottom tanks for filling and pumping out the water ballast, would make for a very expensive piping arrangement.

(3) The heating of an oil cargo, when it is carried in in a dry-cargo hold, would also pose a difficult problem. In tankers and combination ore/oil bulk carriers, the heating coils are laid in close proximity to the bottom shell in way of the tanks used for the carriage of oil, but, with a dry-cargo hold, it is obvious that coils cannot be fitted above the tank top. If they were fitted at this location, the coils would be destroyed by the grabs which are normally used for discharging a bulk cargo.

The present invention retains the benefit of an overall hatch opening width of approximately of the beam .of the vessel and a longitudinal length approximating the length of the cargo hold normal to a dry bulk carrier. The improvements reside in extending the port and starboard sides of the hatch opening downwards to a depth approximately equal to about one third of the depth of the hold, measured at the centre line to form longitudinal swash bulkheads. A series of transverse swash bulkheads are located in the hatch openings at spaced apart intervals. These transverse bulkheads extend downwards from the top of the hatch opening to the level of the bottom of the longitudinal swatch bulkheads. In addition these transverse swash bulkheads extend through and beyond the longitudinal swash bulkheads and are connected to the adjacent angled under surfaces of the upper wing ballast tanks. Intermediate the extended portions of' the transverse swash bulkheads, the longitudinal swash bulkheads are supported by brackets connected to the adjacent under side of the wing ballast tanks. This arrangement, in effect, provides a series of individual feeder hatch openings which allows for more efficient loading of dry bulk cargoes and, in the case of grain and other like cargoes eliminates the necessity for bagging or the need for centreline grain shifting boards. No difficulty can be encountered in loading or unloading a dry bulk cargo from holds, as

' the extent of the deck overhang is kept to a minimum.

The vessel is designed with a double skin in the way of the cargo spaces to form ballast space which, together with the upper wing ballast tanks are interconnected with the double bottom tanks. These tanks are used exclusively as ballast tanks and their combined capacity is over 50% of the total deadweight.

This is a very important feature in the design of a vessel intended for the carriage of an oil cargo, as, besides providing a ballast capacity which will permit safe and comfortable passage for the vessel when no cargo is carried, it eliminates completely the problem of contamination or pollution of coastal and esturial waters by the discharge of water ballast containing traces of oil. In oil tankers, the ballast is usually carried in the oil tanks, when they are empty and, as a consequence, a high degree of oil contamination of the ballast water takes place.

The same remarks apply to the combined ore/ oil bulk carrier.

This introduces a difiicult operational problem, as contaminated ballast cannot be discharged in coastal or esturial waters, according to the latest legislation which most maritime nations have agreed to adopt.

' It is for this reason that charterers are nowadays requesting shipowners to provide them with tankers which have a clean ballast tank capacity of not less than 25% of the deadweight. The reason for this is plain to see, as, when this percentage of the deadweight is provided in the form of clean ballast, the tanker can discharge the contaminated ballast long before she reaches coastal waters and, once she is in coastal waters, the clean ballast on board will be sulficient to permit safe navigation to the oil loading berth. By clean ballast it is implied that a group of tanks in the vessel, within the length of the hull, are used exclusively for the carriage of water ballast. Cargo oil is never loaded into these tanks. They are also serviced by separate filling and discharging lines, so that the clean ballast can be discharged alongside the loading berth, without any fear of contaminating the water in the harbour or port.

In order that the same dry cargo holds can be used for the carriage of bulk oil cargo without the necessity of installing oil cargo filling and discharge pipes to each hold, use is made of the longitudinal trunking system disclosed in our copending US. patent application Serial No. 282,-

665, filed May 23, 1963 for Bilge, Ballasting, Deballasting, and Oil Pumping System. In making use of the system disclosed in the above copending US. application, remote controlled valves are fitted in the trunking making direct connection with the holds to be filled or drained of oil cargo, without the necessity of having a separate piping system to each hold. In addition, use is made of the trunking system for making connection with the double bottom, double skin and upperwing ballast tanks which are used exclusively for safe ballasting of the vessel without contamination by the cargo oil, in order that ballast water can be discharged at any time and at any location. Also, a special bilge system is used in conjunction with the above-mentioned features, which also includes a piping system through the trunking system.

The object of the invention is to provide a dry bulk and bulk oil carrier which can be used for either type of cargo without modification when a change from one cargo to another takes place.

A further object of the invention is to provide means at the cargo hatches of the vessel whereby maximum dry cargo storage is accomplished and Free oil cargo surface area in the way of the hatch openings is confined to a multiple of small surface areas while maintaining a high percentage of transverse hatch opening.

A further object of the invention is to provide direct means for filling and draining oil cargo from the vessels holds through a common oil trunk reservoir.

A further object of the invention is to provide means in a bulk oil carrier whereby ballast water is kept isolated at all times from the oil cargo.

A further object of the invention is to provide separate oil and water trunk reservoirs including remote control valves whereby individual holds and water ballast tanks can be filled and emptied in such manner that water ballast can be discharged in confined water without fear of contamination.

These and other objects of the invention will be apparent from the following detailed specification and accompanying drawings in which:

FIG. 1 is a deck plan view of a combination dry bulk and bulk oil carrier according to the present invention.

FIG. 2 is a longitudinal sectional elevation of the vessel shown in FIG. 1.

FIG. 3 is an enlarged transverse sectional elevation through one of the cargo holds, taken on the line 3-3 of FIG. 2.

FIG. 4 is a partial transverse section on the line 44 of FIG. 5.

FIG. 5 is an enlarged partial longitudinal elevation on the line 55 of FIG. 3 showing the details of the longitudinal swash bulkhead.

FIG. 6 is a partial enlarged transverse section of the water ballast and cargo oil trunks in the way of one of the cargo holds and showing the valve means for loading and draining the holds of the vessel with cargo oil.

FIG. 7 is a longitudinal section on the line 77 of FIG. 6.

FIG. 8 is a partial transverse section similar to FIG. 6 showing the valve means for loading and draining the water ballast from the water ballast tanks.

FIG. 9 is a longitudinal section on the line 9--9 of FIG. 8.

.FIG. 10 is a partial transverse section similar to FIG. 8 showing the means for stripping the water ballast tanks.

FIG. 11 is a transverse section similar to FIG. 8 but showing the bilge suction and hold stripping system.

FIG. 12 is a partial transverse section of the vessel showing a tank service unit secured at its top end to a hatch cover.

FIG. 13 is a partial longitudinal section through two holds of the vessel showing the dry cargo level when swash bulkheads are used according to the present invention.

FIG. 14 is a transverse section on the line 1414 of FIG. 13.

FIG. 15 is a longitudinal section similar to FIG. 13 but showing how bagging has to be resorted to in vessels without swash bulkheads.

FIG. 16 is a transverse section on the line 1616 of FIG. 15.

Referring to the drawings, the vessel 5 is divided longitudinally into a number of cargo holds 6, each extending transversely across the width of the vessel and separated from each other by the main transverse bulkheads 7.

On the port and starboard sides of the cargo hatches 8 there is provided a longitudinal swash bulkhead 9 extending the full length of each hold and extending downwards for approximately one third the depth of the holds, measured at the longitudinal centreline of the vessel. A series of transverse swash bulkheads 10 are located at spaced intervals longitudinally of the length of the holds 6 to define with the longitudinal swash bulkheads 9 a series of individual hatch openings 8 for each of the main holds 6. These transverse swash bulkheads 10 extend downwards so that their lower horizontal edges 11 coincide with the lower horizontal edges 12 of the longitudinal swash bulkheads 9. Each of the transverse swash bulkheads 10 extend outwards to port and starboard beyond the longitudinal bulkheads 9 and these extensions 13 are secured to the angled under surface 14 of the upper wing ballast tanks 15.

Intermediate of the transverse swash bulkheads 10, the longitudinal swash bulkheads 9 are supported by the 'brackets 16 extending to port and starboard and attached to the angled under surface 14 of the upper wing ballast tanks 15.

The longitudinal swash bulkheads 9 are provided with apertures 17 located between the bulkheads 10 and the brackets 16 to permit the cargo, either dry bulk or fluid to flow to the side areas of the holds 6.

The transverse swash bulkheads 10 are each formed by a hollow transverse member 18 constituting the deck of the vessel between the hatches 8 and a plate 19 depending from the member 18. Vertically disposed reinforcing brackets 20 are located at spaced intervals on both sides of the plate 19. The lower horizontal edge 11 of the transverse swash bulkheads 10 are formed of an inverted V member 21 as a reinforcement and to act as a spreader for the dry bulk cargo. Also, the lower horizontal edge 12 of the longitudinal swash bulkheads 9 are out-turned at 22 as a reinforcement and to assist in stabilizing the cargo between the extensions 13 and the brackets 16. l

The vessel is provided with an inner skin 23 which, together with the outer skin 24, form side tanks 25 located between the upper wing tanks and the lower wing tanks 26. These side tanks 25, the upper and lower wing tanks 15 and 26, and the double bottorn.tanks 27 are interconnected with each other and are used exclusively for the carriage of water ballast.

In order that the holds 6 may be loaded and unloaded quickly-and efiiciently, utilization is made of a longitudinal trunking system in which one longitudinal trunk 28 acts as an oil reservoir from which all of the holds 6 are filled and into which all of the holds drain during unloading. Associated with the longitudinal trunk 28 are a series of transverse chambers 29 and 30 located at the junction of the floor 31 of the holds and the transverse bulkheads 7. The transverse chambers 29 and 30 are separated from each other by the diaphragm plate 7a.

()il cargo loading and unloading pumps, not shown, are connected with the trunk 28 in the manner described in our copending US. patent application Serial No. 282,665.

A similar longitudinal trunk 32, preferably located alongside the trunk 28 acts as a water ballast reservoir from which all of the water ballast tanks 15, 25, 26 and 27 on both port and starboard sides of the vessel are filled and into which the said ballast tanks drain. Water ballast loading and unloading pumps, not shown, are connected with the trunk 32 in the same manner as the oil cargo pumps are connected with the trunk 28.

The trunks 28 and 32 are preferably located longitudinally on either side of the longitudinal centreline of the vessel and separate the port and starboard water ballast tanks from each other.

Remote control valves 33 are located under the floor 31 of the holds and within the trunk 28. These valves .33 form a direct communication between the trunk 28 and the transverse chambers 29 and 30 and with the separate holds 6 via the openings 34 in the angled walls 35 of the chambers 29 and 30, which are closed by means of the bolt-on plates 36 when dry bulk cargo is being carried instead of bulk oil.

Control of the opening and closing of the individual valves 33 is by means of the cylinder and piston devices 37 associated with each valve, as shown in FIGS. 6 and 7. These devices 37 may be operated from any convenient location, preferably from a console located at deck level or on the bridge.

The valves 33 may also be provided with a hinged cover plate 38 on the side facing into the trunk 28. This cover plate 38 can be bolted in place to isolate any one of the valves 33 in the event that a valve operating mechanism should become inoperative or for some other reason that a hold should be permanently isolated.

By means of the valves 33, selective control of loading and unloading of the holds 6 is accomplished without the use of complicated piping systems.

The water ballast trunk 32 is provided with a series of remote control valves 39 mounted on the port and starboard vertical walls 40 and 41, as shown in FIGS. 8 and 9. These valves 39 are located at every individual port and starboard water ballast tank sections and are individually controlled by cylinder and piston devices 42 operated, preferably from the same central location as are the valves 33 in the trunk 28. As seen in FIG. 8 the valve 39 on the wall 40 communicates directly with the adjacent water ballast tank 27, while a length of pipe 43 bridges the oil cargo trunk 28 to connect the adjacent valve 39 with the water ballast tank 27 on the opposite side of the trunk 28.

A water ballast stripping main 44 is located in the trunk 32 and is connected at one end with a stripping pump, not shown. A series of branch connections 45 from the main 44 are provided with remote control valves 46, mounted on the vertical side walls 40 and 41 of the trunk 32. These valves 46 are similarly operated by cylinder and piston devices 47 controlled from the same control location as are the valves 33 and 39. The branch connections 45 are connected, through the valves 46, with the stripping bells 48 in the port and starboard water ballast tanks 27 and on one side a bridging pipe 49 bridges the trunk 28.

Stripping of the cargo holds of oil is accomplished by bilge pumps, not shown, which are connected to the bilge main 50 located in the trunk 28. A series of branch connections 51 from the main 50 are provided with remote control valves 52 mounted on the vertical side walls 41 and 53 of the trunk 28. These valves 52 are similarly operated by cylinder and piston devices 54 controlled from the same control location as are the valves 33, 39 and 46. The branch connections 51 are connected through the valves 52 with the pipes 55 leading to the bilge strum boxes 56 located under the fioor 31 of the holds adjacent the port and starboard lower wing tanks 26 and under the outer ends of the transverse chambers 29 and 30. A series of drain holes 57, are located in the lower portion of the angled plates 35 at the hold floor level to permit either bilge water or oil to be drained out of the holds. A valve 58 is preferably fitted in each pipe adjacent its connected strum box 56.

In order to take full advantage of the above described combined dry bulk and bulk oil carrier vessel, service units 59, such as are described in our copending U.S. patent application Serial No. 278,622, filed May 7, 1963, now Patent No. 3,182,669 are carried. These service units are preferably suspended from the cargo hold hatch covers and provide a complete heating, cleaning and steam smothering service and thus eliminate the installation of heating coils within the holds which, in the past and up to the present, have normally been installed close to the fioor of the hold in oil tank vessels. Such heating coils, if

installed in the above described combined dry bulk and bulk oil carrier would prevent the efficient use of the holds for dry bulk cargo.

By extending downwards the walls defining the hatch openings by the use of the longitudinal and transverse swash bulkheads 9 and 10 the free surface at the hatch openings has considerable depth, and this is effective both in the transverse direction and in the longitudinal directions of the holds.

While the free surface is greatly reduced in the manner described and is, therefore, of the greatest advantage for the carriage of bulk oil, the hatch opening in the transverse direction, amounting to 50% of the beam of the vessel permits the loading and unloading of dry bulk cargoes with a minimum amount of hindrance by the overhanging sections of the deck in the way of the cargo holds.

The downwardly extending longitudinal and transverse swash bulkheads effectively prevent massive movement of the cargo whether of bulk dry cargo or bulk oil, with the result that the vessel is more manageable in heavy seas.

With the use of the longitudinal and transverse swash bulkheads 9 and 10, the effective depth of the feeder servicing the cargo hold is considerably increased. The rules regulating the carriage of grain in bulk stipulate that the feeder capacity must not be less than five percent of the cargo hold it feeds. With the arrangement of the swash bulkheads herein disclosed, the effective capacity of the feeder is increased to approximately ten percent.

This will be appreciated by comparing FIGS. 13 and 14 showing bulk loading in a vessel according to the present invention, and FIGS. 15 and 16 which show bulk loading in vessels presently in use.

The novel manner in which the bulk oil cargo is loaded into the cargo holds and also drained from the holds, together with the means for protecting the distribution valves leading from the trunking to the holds, together with the use of the applicants tanker service unit for cleaning the cargo hold, ensures that all oil can be drained and the hold cleaned to receive bulk dry cargo with a minimum of changeover time. As the holds are free of piping such as are required for oil loading and unloading, and the heating of the oil cargo, dry bulk cargo can be loaded and unloaded and the hold cleaned, also with a minimum of changeover time.

The tank service units 56 can be inserted into the holds at positions to port and starboard of the hatches 8, or they can be mounted on the hatch covers as shown in FIG. 12 and lifted out of the hold when the hatch covers are removed. In the latter case flexible connections between the deck piping and the service units would be employed. With this latter arrangement, the service units could be disconnected from the hatch covers entirely when a dry bulk cargo is being carried in the holds.

As the carriage of ballast water always presents a problem in bulk oil cargo vessels, requiring excessive cleaning of the hold before ballast water can be taken on, and also the disposal of contaminated water is a continuing problem particularly in coastal water, the above described construction'ensures that ballast water is kept separated at all times from the oil carrying holds.

The complete separation of cargo space and water ballast space, including the means for loading and unloading both bulk oil and water ballast, ensures that the safe operation of the vessel can be carried out at all times. In particular, the changeover from bulk dry cargo to bulk oil cargo can be carried out without having to take into consideration the contamination of water ballast, and the disposal of water ballast can be carried out in harbours and coastal waters with complete safety.

As Water ballast can be taken on at the same time as cargo oil is being discharged, a considerable saving in turn around time is effected and cleaning and stripping of oil from the holds can be carried out while the vessel is at sea in ballast, and, therefore, completely free of restricting controls in harbours and coastal water.

The above described vessel is particularly suitable for the carriage of bulk cargo as the water ballast tanks add considerable strength to the skin of the vessel and, together with the swash bulkheads controlling the movement of the cargo, ensures that the vessel will be more seaworthy at all times.

What we claim is:

1. A combined dry bulk and bulk oil carrying vessel, the said vessel comprising a series of cargo holds, the said cargo holds having two or more hatch openings at deck level lengthwise of the vessel and extending at least fifty percent of the transverse width of the vessel, a pair of longitudinal swash bulkheads in each of said holds, the said longitudinal swash bulkheads defining port and starboard sides of the said cargo hatch openings and extend ing downwards from the said hatch openings partway into the said holds, a series of transverse swash bulkheads located between each of the said hatch openings and extending downwards to the level of the lower edge of the said longitudinal swash bulkheads, port and starboard Water ballast tanks in said vessel, separate means to load and unload the said holds and water ballast tanks, the said means including a pair of longitudinal trunks, one of which forms a bulk oil reservoir and the other forms a water ballast reservoir, and valve means in each of said trunks controlling the flow of oil individually to the said holds, and water individually to the said water ballast tanks.

2. A cargo vessel as set forth in claim 1, in which a transverse chamber is located in each hold of the vessel adjacent the transverse bulkheads separating the holds, the said transverse chambers communicating with the said bulk oil reservoir and with the hold in which the chamber is located, and means to seal the said chambers from the holds when dry bulk cargo is being carried.

3. A cargo vessel as set forth in claim 2 in which a bilge strum box is fitted under the port and starboard ends of the said transverse chambers, the said chambers having a series of apertures communicating with the adjacent hold and with the said strum boxes, a suction main in the said oil reservoir trunk, individual connectionsbetween the said suction main and the said strum boxes, and remote control valves in each of the said individual connections.

4. A cargo vessel as set forth in claim 1 in which water ballast stripping means are located in each of said Water ballast tanks, a suction main in the said water ballast reservoir trunk, individual connections between the said suction main and the said stripping means, and remote control valves in each of said individual connections.

References Cited by the Examiner UNITED STATES PATENTS 886,621 5/1908 Mehrtens 114-73 1,391,946 9/1921 Frear l1473 2,346,505 4/1944 Preuss 11474 2,710,586 6/1955 Shelton l1474 3,164,120 1/1965 Field ll474 X FOREIGN PATENTS 510,315 9/1920 France.

1,258,362 3/1961 France. 1,263,996 5/1961 France. 1,311,097 10/1962 France.

858,046 1/ 1961 Great Britain. 925,271 5/ 1963 Great Britain.

MILTON BUCHLER, Primary Examiner.

T. M. BLIX, Assistant Examiner. 

1. A COMBINED DRY BULK AND BULK OIL CARRYING VESSEL, THE SAID VESSEL COMPRISING A SERIES OF CARGO HOLDS, THE SAID CARGO HOLDS HAVING TWO OR MORE HATCH OPENINGS AT DECK LEVEL LENGTHWISE OF THE VESSEL AND EXGTENDING AT LEAST FIFTY PERCENT OF THE TRANSVERSE WIDTH OF THE VESSEL, A PAIR OF LONGITUDINAL SWASH BULKHEADS IN EACH OF SAID HOLDS, THE SAID LONGITUDINAL SWASH BULKHEADS DEFINING PORT AND STARBOARD SIDES OF THE SAID CARGO HATCH OPENINGS AND EXTENDING DOWNWARDS FROM THE SAID HATCH OPENINGS PARTWAY LOTHE SAID HOLDS, A SERIES OF TRANSVERSE SWASH BULKHEADS LOCATED BETWEEN EACH OF THE SAID HATCH OPENINGS AND EXTENDING DOWNWARDS TO THE LEVEL OF THE LOWER EDGE OF THE 